Submersible transport apparatus

ABSTRACT

A submersible transport apparatus having a plurality of tanker vessels connected in series with locomotive tugs at either end to form an articulated train. Each tanker vessel is formed by a tank and chassis connected together in such a manner that the tank may rotate about an axis passing through itself while the chassis maintains a fixed relationship with respect to the tank. A double ball-and-socket assembly arranged in a spherical housing is provided for connecting the train units together. Swivel flexing tables arrange adjacent chassis in an articulated manner for protecting hoses, cables, and couplings passing between the chassis during maneuvering of the apparatus. Each table has a swiveling cover apron associated with it for streamlining the train. Hydrofoils are pivotally mounted to the chassis to control the depth and angle of attack of the vessels. Each locomotive has a hull provided with an extendable and retractable conning tower provided with a cutterhead for selectively cutting holes in ice, and the like. A sliding cover selectively opens and closes an opening in the hull for permitting passage of portions of the conning tower, including the cutterhead, to positions extending from the hull. The tug hull is also provided with a longitudinally extending channel for receiving exhaust gases and felt, and the like, is arranged in the channel to absorb smokeladen moisture in the gases.

United States Patent [191' Walker [111. 3,832,965 [451 Sept. 3; 1974 SUBMERSIBLE TRANSPORT APPARATUS [76] Inventor: Paul J. Walker, PO. Box 1212,

Edmonton, Alberta, Canada T5J2M4 [22] Filed: July 17, 1973 [21] Appl. No.2 379,958

Primary ExaminerGeorge E. A. Halvosa Assistant Examiner-Stuart M. Goldstein Attorney, Agent, or Firm -Clarence A. OBrien; Harvey B. Jacobson [57] ABSTRACT v A submersible transport apparatus having aplurality of tanker vessels connected in series with locomotive tugs at either end to form an articulated train. Each tanker vessel is formed by a tank and chassis connected together in such a manner that the tank may rotate about an axis passing through itself while the chassis maintains a fixed relationship with respect to the tank. A double ball-and-socket assembly arranged in a spherical housing is provided for connecting the train units together. Swivel flexing tables arrange adjacent chassis in an articulated manner for protecting hoses, cables, and couplings passing between the chassis during maneuvering of the apparatus. Each table has a swiveling cover apron associated with it for streamlining the train. l-lydrofoilsv are pivotally mounted to the chassis to control the depth and angle of attack of the vessels. Each locomotive has a hull provided with an extendable and retractable conning tower provided with a cutterhead for selectively cutting holes in ice, and the like. A sliding cover selectively opens and closes an opening in the hull for permitting passage of portions of the conning tower, in-

cluding the cutterhead, to positions extending from the hull. The tug hull is also provided with a longitudinally extending channel for receiving exhaust gases and felt, and the like, is arranged in the channel to absorb smoke-laden moisture in the gases.

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BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates generally to submersible vessels, and particularly to an underwater tanker train.

2. Description of the Prior Art Recent development of facilities to produce petroleum in arctic regions has created the problem of transporting this petroleum from the producing fields to major markets. Proposals for solvingthis problem include transport by pipeline, ice breaking tanker, jumbo aircraft, and the like. It is the applicants proposal to transport-this crude by suitable submersible vehicles shuttling between the producing fields and refineries or tanker loading stations at main channels.

Conventional submarines would have difficulty finding sufficient depth between or beneath ice fields and the ocean floor to maneuver freely enough to avoid collisions. Further, conventional submarines with flat upper decks have limited upper movement due to the pressure on these flat decks when striking underwater objects.

The shuttling feature could be carried out by jumbo aircraft, but these aircraft would have difficulty finding suitable landing areas and will be limited in operation during reduced visibility.

A collision with an ice ridge, and the like, would be a castastrophe, since there would be no way to retrieve the crude oil which would inevitably pollute the area. Further, during the coldest part of winter, the cold is so intense it takes only a few degrees to reduce visibility to zero. Unbelievable as it may seem, the cold may create an actual white, blank wall. This is due to light in clouds high above the surface reflecting on frost that is in the air adjacentthe surface. For this reason, it is often impossible to see feet. It is sort of a blank wall, a frozen fog, and can be created very quickly. Conventional flying instruments are primarily intended for long distance flights, and high altitude flying, and are not reliable in such situations. Circumstances related to oil hauling rule out high flying. In the event the aircraft are grounded for several days due to weather, they would be forced to unload their crude to prevent it from freezmg.

U.S. Pat. Nos. 2,727,485 and 3,478,71 l disclose submarine sea trains intended to function as submersible cargo vessels. These particular submersible'train proposals, however, have navigational and safety disadvantages which make them unsuitable for under-ice operation.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a submersible transport apparatus suited for operations in arctic regions.

It is another object of the present invention to provide a tanker vessel construction which will resist puncturing when struck by ice chunks, and the like.

It is yet another object of the present invention to provide a universal coupling permitting adequate maneuverability of a tanker train passing under an ice field. I

These and other objects are achieved according to the present invention by providing a plurality of tanker vessels formed by a tank, a chassis associated with the tank, and a suspension arrangement mounting the chassis below the tank for permitting the tank to rotate about an axis passing through it and resist puncturing and other opening due to impact on the tank. Advantageously, the tank has a substantially cylindrical surface, and is mounted for rotation about an axis extending parallel to and equidistant from this cylindrical surface.

The chassis suspending arrangement preferably has a track mounted on the tank and arranged extending around the cylindrical surface. A wheel .is arranged engaging the track for being retentively, rotatively, guided by it, and an assembly including a shaft rotatably mounts the wheel for connecting it to an associated chassis. The shaft is anchored to the chassis as by a suitable bracket. A bore is provided in the shaft together with a passage connecting the bore to a reservoir of lubricating oil arranged in the chassis. A lifter rod having a fluted shaft is arranged in the bore, and a head of the lifter rod is arranged for rotation with the wheel. The bore, passage and lifter rod are arranged for rotating the fluted shaft by rotation of the lifter rod head by the wheel to lift wheel. lubricating oil from the reservoir to the wheel. j

A universal coupling according to the present invention has hemispherical sections arranged at adjacent ends of members to be coupled for mating with one another to form a sphere. Pairs of elements forming balls are connected to and arranged extending into the sphere in opposed relationship, while a pair of mating, double third-spheres are arranged embracing the balls in socket-forming relationship.

When the above coupling is used to connect together vessels forming a train according to the present invention, swivel flexing tables are advantageously connected between adjacent tanker vessel chassis for reaching clear across to and beyond the following chassis in a manner which will, during maneuvering of the apparatus, protect hoses,.cables, and couplings passing Y between the chassis. Each flexing table may have a swiveling cover apron associated with it for streamlining the arrangement.

l-lydrofoils are preferably pivotally mounted to the tanker vessel chassis. These hydrofoils have a rack arranged in them, and a pinion rotatably mounted on a crank arranged in the chassis engages the rack for selectively swinging the hydrofoil through a desired angle upon movement of the crank. A rack, pinion, and crank assembly may be arranged at each spaced, longitudinal end of the hydrofoil.

A pair of locomotive tubs are advantageously arranged at either end of the train. Each tub may have a hull with a forward end, brackets mounted on this forward end and arranged extending forwardly therefrom,"

and a rudder assembly pivotally mounted on the brackets. A conventional arrangement, such as a chain and sprocket assembly, may be used for selectively pivoting the rudder assembly and steering the hull.-

Each tub is also advantageously provided with an opening in its hull, and a cover arranged for selectively covering and uncovering the opening. An extendable and retractable conning tower is arranged for selectively passing through the opening. This conning tower has a telescoping tower base, extension tube, and lift frame, all telescopingly fitted together. A cutterhead is mounted on the lift frame and arranged for cutting holes in ice, and the like. A steam turbine arrangement. is provided on the conning tower for selectively rotating the cutterhead, while a, for example, rack and pinion arrangement is mounted on the cover and conning tower, respectively, for selectively opening and closing BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a broken, schematic, side elevational view showing a submersible transport train according to the present invention.

FIGS. 2A, 2B and 2C combine to form a partly schematic, vertical longitudinal sectional view showing a locomotive tub for a train according to the present invention.

FIGS. 3A, 3B, and 3C combine to form a partly schematic, horizontal longitudinal sectional view of the structure of FIGS. 2A to 2C.

FIG. 4 is a sectional view taken generally along the line 4-4 of FIG. 28.

FIG. 5 is a sectional view taken generally along the line 5-5 of FIG. 2C.

FIG. 6 is a fragmentary, vertical longitudinal sectional view showing a typical arrangement for connecting units of a train according to the present invention.

FIG. 7 is a sectional view taken generally along the line 77 of FIG. 6.

FIG. 8 is a fragmentary partly schematic, horizontal longitudinal sectional view showing a tanker chassis according to the present invention.

FIG. 9 is a fragmentary, sectional view taken generally along the line 9-9 of FIG. 8.

FIG. 10 is a fragmentary, sectional view taken generally along the line 10l0 of FIG. 9.

FIG. 11 is a fragmentary, partly schematic, vertical longitudinal sectional view showing the connection of adjacent chassis according to the present invention.

FIG. 12 is a fragmentary, partly schematic, horizontal longitudinal sectional view showing the structure of FIG. 11.

FIG. 13 is a fragmentary, partly schematic, vertical transverse sectional view showing a chassis according to the present invention.

FIG. 14 is a fragmentary, sectional view taken generally along the line 14-14 of FIG. 13.

FIG. 15 is a fragmentary, partly schematic, vertical longitudinal sectional view showing a conning tower arrangement according to the present invention.

FIG. 16 is a fragmentary, vertical longitudinal sectional view showing a detail of the conning tower of FIG. 15.

FIG. 17 is a fragmentary, vertical longitudinal sectional view showing another detail of the conning tower of FIG. 15.

FIG. 18- is a fragmentary, vertical longitudinal sectional view showing yet another detail of the conning tower of FIG. 15.

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. I is a broken, side clevational view showing a submersible transport train according to the present invention. This train is intended for underwater navigation and crude-oil transfer, and is composed of a pair of locomotive tugs 10 arranged at the ends of the train. Tenders 12 are arranged in the train adjacent tugs 10, while a desired number of tanker vessels or tankers 14 are arranged between the tenders 12. If desired, a tender 12 may also be arranged in the middle of the train in a manner not shown. Each tanker 14 is provided with a conventional hatch l5, and a chassis 16 which remains at the bottom or lower position illustrated, while the tank portion 17 of each tanker 14 is permitted to rotate with respect to the chassis l6. Tenders 12 are furnished with similar chassis 23 (FIG. 1).

The primary reason for using two locomotive tugs 10 is to facilitate maneuverability and increase safety. The latter becomes especially important in the event of damage to a screw propeller 18 provided on the sides of tugs 10. When the propeller 18 of a tug 10 is damaged, or the particular tug 10 is otherwise disabled, a crew situated in the other tug 10 may turn the train around as by a figure Y maneuver similar to that used by railroads and take over operation of the train. In addition, ice formations and the like encountered underwater in arctic regions may require reverse maneuvers. Yet another advantage of using a pair of tugs 10 is the additional personnel combinations they provide. The crew in the rear tug 10 could be provided with controls and instrumentation to run their own tug 10 while the crew of the front tug is resting during long voyages.

FIGS. 2A, B and C, 3A, B, and C, 4, and 5 show a preferred construction of a tug 10. The frame of a tug 10 is formed by a substantially cylindrical hull 22 having a hemispherical, closed forward end. A chassis 22 is affixed to the bottom, or lower portion, of hull for a purpose to be set out below. Access to the interior of hull 20 may be as by suitable hatches (not shown).

Steering of hull 20, and thus tug 10, is achieved by a steering assembly including a pair of opposed brackets 24 extending forwardly from the hemispherical forward end of hull 20 to journal a shaft 26 upon which is pivotally mounted a rudder assembly 28. The latter includes a bow-guard 29 connected to a rudder 30 for move ment therewith as by a plate 31. A conventional drive train 32, which may be a sprocket and sprocket chain drive as illustrated, transmits pivotal motion to shaft 26 from a crank 34 actuated by a pair of fluid motors, shown as hydraulic, linear motors, actuated by lines 38, 40. A balancing line 42 is connected between motors 36 to assure proper balance in the drive system. Lines 38 and 40 are connected to a conventional fluid steering valve 44 provided with a plunger 45 (FIG. 3A). A lever 46 extending from a collar 48 mounted on a steering shaft for movement thereby contacts plunger 45 to actuate valve 44. One end of steering shaft 50 is provided with a handwheel 52, while the other end is attached to a bevel gear arrangement 54, the purpose of which will be set out below. A conventional fluid pump 56 supplies fluid under pressure to valve 44 for actuating motors 36.

A bulkhead 58 of conventional construction is provided in the forward portion of hull 20 for partitioningoff the crews quarters (not shown) and operating stations from the forward hull portion. Access to the foremost portion of hull 20. is provided by a sliding glass door 60 conventionally arranged in bulkhead 58. Standard accessories such asa head lamp 62 and a port or viewing window 64 are also advantageously arranged in the forward part of hull 20, as shown in FIG. 2A of the drawings.

A fluid pump 66 is arranged in hull 22 diametrically opposite from pump 56 for a purpose to be set out below. Each pump 56, 66 has an input shaft connected to a drive train 67, which is also connected to the air circulating fan 68 of cooling heat exchangers 70. The latter cools a fluid medium, from a source to be set out below, circulated through heat exchanger 70 in a known manner as by conventional circulating pumps 72 connected to heat exchanger 70 by lines 74. A drive train 76 transmits power from a power shaft 78 connected to drive train 67. Also connected to drive train 76 are ac or dc generators 80. Power shaft 78 terminates in a I drive train 82 which transfers power from power shaft 84 to a power shaft 78 whose function will be revealed below.

Pipes 86 and 88 transmit a fluid, preferably a hydrau- I lie fluid, from pump 66 to fiuid motors 90 and 92 arranged for positioning adjustable hydrofoils (FIG. 4) which form adjustable control surfaces controlling vertical movement of tub 10.

An extendable and retractable conning tower 96 is arranged centrally in hull 20 on a deck 98 forming a central passageway through the hull. This conning tower 96 will be discussed in greater detail below. Platforms 100 flank deck 98 on either longitudinal side of hull 20 for supporting equipment arranged in the hull.

A plurality of recesses 102 are provided in hull 20 for receiving propellers 18. In this manner, propellers 18 are kept within the limits of hull 20, thus decreasing the possibility of their being damaged. These propellers are powered in a manner to be set out below.

Referring now to the propulsion system of a tug 10, a steam generator 104 is provided with a conventional boiler 106 having a steam outlet I08 and an exhaust outlet I communicating with a stack 112. A plenum 114 communicates with the steam outlet 108, and pipes 116 and 118 carry the steam to actuate prime movers 120. These prime movers may be conventional reciprocating or rotating steam engines. Pipes 122 carry the steam from prime movers 120 to condensers 124, while pipes 126 and 128 return the condensed medium to boiler 106. Drive trains 130, connected to the drive shafts of prime movers I20, actuate pumps 132 by means of shafts 131 to circulate a cooling medium, such as sea water, through condensers 124 to cool the steam.

The source of heat for boiler 106 may be a pressure boiler burning a liquefied gas such as propane. By combining the propane with oxygen in a sealed unit, the interior of hull 'will not be deprived of the latter element needed for sustaining life of the crew. The interior of tender 12 is advantageously partitioned off in many small sections in a manner not shown, with automatic one-way shutoff valves atv the outlet of each section to prevent the propane from a second or following tank returning to an already emptied tank. Further, this arrangement prevents an accidental rupture from spilling all of the fuel. Methyl hydrate. an aqueous solution of methyl ions, may be used for preheating the steam generators within boiler 106. Valves, not shown. may be opened slightly to start the generators heating before fuel lines are opened for maximum heat.

Alternatively, a conventional nuclear reactor (not shown), such as is commonly used'in submarines, may be employed to supply the heat for generating steam to actuate prime movers 120.

The end of the drive shafts opposed to those to which drive trains are connected is connected to a drive train 133. Power shaft 84 is in tumconnected to an output of drive shaft 133 for transmitting power back along that accessory line to drive trains 67, 76, and 82 and'pumps 56, 66. Propeller shafts 134 are also connected to drive train 133, and conventional spring clutches 136, and the like, are inserted between drive train 133 and shafts 134 for reasons of safety. I

Referring again to FIG.'2A of the drawings, a shaft 138 extends from the lower bevel gear arrangement 54. This shaft 138 extends into FIGS. 2A and 3C, where a crank 140 is connected to the end of a rod 142 for transmitting motion to a crank 144 also connected to rod 142. Crank 144 rotates a shaft 146 which in turn rotates a gear 148 connected to shaft 146 for rotation therewith. A gear segment 150 is swung by engagement with a gear 148, and a flow dividing vane 152 is connected to gear segment 150 for being pivoted by swinging movement of the latter to direct flow from boiler 106 and plenum 114 through one of pipes 116, 118 and assist rudder assembly 128 in steering tug 10 by varying the speed of propellers 18 on opposed sides of bull 20.

FIGS. 2A, 2B and 3A, 3B show, at the juncture of each set of these figures, a wall 154 forming in conjunction with hull 20 a double-wall column, or section, in the lower portion of which is arranged a filter screen constructed from, for example, copper. Water is passed into the double-wall section formed by wall 154 and hull 20, is filtered by copper screen 156, and rises upwards to top of condenser 124, then downwards to pump 72, and returns to ocean water.

The aft-section of hull 20, as shown in FIGS. 2C and 3C of the drawings, is provided with an inner half-shell 158 forming a chamber 159 in the form of an annulus. A copper, and the like, screen 160 is arranged in the lower portion of a chamber portion 161 communicating with condensers 124 to function in a manner similar to screen 156. Pumps 132 are advantageously arranged in communication with this chamber portion 161 to receive a filtered cooling medium. As can be best seen from HG. 5 of the drawings, a channel 162 is arranged at the lower end of chamber 159 but is not provided with perforations for forming a sea water inlet. A, for example, wool felt sponge 164 (FIG. 3C) is loosely packed in wire baskets (not shown), and the like, and arranged in the bottom of chamber 159 adjacent channels 162. This felt 164 may be any waste felt material capable of absorbing smoke-laden moisture due to condensation by heat inside the chamber and cold in channels 162. Doors 166 are arranged for selectively covering openings 168 permitting access to felt 164 and permittingremoval thereof for appropriate disposal. As can be best seen in FIG. 2C of the drawings, stack 112 is in communication with chamber 129 through an opening in shell 158 to pass smoke and other exhaust from boiler 106 into chamber 159 so that particulate matter in the exhaust may be absorbed by felt 164. Channels 162 are cut lengthwise into hull 20, and extend longitudinally, as is seen in FIGS. 2C and 3C of the drawings, without partitions along their length to prevent accumulating debris. The speed of movement through ocean water should help keep the two screens on each side perfectly clean. Powerful rotary pumps, and the like, at the bottom of the condensers and coolers create a vacuum sufficient to siphon water through screen 160 and upwards to the top of condensers 124, and also the cooling heat exchangers 70, and permit the water to pass downward to an outlet pump.

Referring now to FIGS. 2C, 3C, 5, and 6 of the drawings, a tug 10 is connected to a tender 12 by a universal connecting arrangement advantageously employed throughout the train. A bulkhead 170 provided with an opening 171 arranged coaxially with respect to the bulkhead forms the end of hull 20, while an end wall 172 forms the front end of tender 12. This end wall 172 is connected to a cylindrical hull 174 similar to, but shorter, than hull 20. A hemispherical section 176 and a mating hemispherical section 178 are mounted in openings 171 and 173, respectively, for forming an elongated sphere when tug 10 and tender 12 are connected together. A pair of openings 180 (only only one of which is shown in the drawings) are arranged in section 176 to form access hatches into the sphere. These hatches are advantageously large enough for a person to pass his hands through them. Covers 182 and 184 (FIG. 5) cover openings 180 in a suitable manner to permit selective access to the openings for uncoupling the tug.

A hollow rod 186, arranged extending through tender 12, is provided with annular projecting portions arranged for receiving mating elements of a ball assembly 188. A pair of double third-spheres 190, 192, one of the semispherical sockets formed by mating of third spheres 190, 192, engages with the ball of ball assembly 188, while the other such hemisphere engages a ball assembly 194 attached by a flange thereof to flanges in hemispherical section 176 forming an opening 196. By a third-sphere is meant approximately one'third of the surface of a sphere. As can be seen from FIG. 7 of the drawings, ball assembly 188 has annular recessed portions 198 which mate with annular projecting portions 200 on rod 186. Ball assembly 188 is formed from a pair of halfsections attached together in a conventional manner, as by flanges and screw fasteners. Assemblies 194 and rods 186 are hollow to permit the passage of electrical cables for heating elements (not shown )--arranged through the system, if so desiredlater on.

The right-hand section of FIG. 6 of the drawings shows the connection of a tender 12 to a tanker 14. A bulkhead 202, provided with a coaxially arranged opening 204, forms the rear end of tender 12, while an end wall 206, provided with an opening 208 arranged to mate with opening 204, forms the front portion of tanker 14. This end wall 206 is connected in a conventional manner to a cylindrical hull 210. Hemispherical sections 212 and 214 are mounted on bulkhead 202 and end wall 206, respectively, to surround openings 204 and 208. A ball assembly 216 connects to the end of hollow rod 186 spaced from the end to which is connected ball assembly 188. This ball assembly 216 mounts by its flanges onto flanges of hemispherical section 212 which form an opening 218. A ball assembly 188 is mounted by its flanges to flanges provided in hemispherical section 214 for forming an opening 220, while a hollow rod 222, similar to rod 186, is clamped to ball assembly 188. Third-spheres 190, 192 form semis'pherical sockets for the ball assemblies in a manner similar to the ball and socket connections shown in the left-hand side of FIG. 6 of the drawings.

FIGS. 8 to 10 of the drawings show the manner in which hydrofoils 94 are adjustably mounted on a chassis 16. Each hydrofoil 94 is pivotally mounted to chassis 16 as by a center pivot shaft 224. Cranks 226 and 228 are arranged at either end of hydrofoil 94 to operate in opposed sequence and swing hydrofoil 94 to a desired angle. A crank pinion 230 is rotatably mounted on the outboard end of each crank 226, 228 for movement with the crank, and engages a coggecl bar or rack 232 arranged vertically within a hydrofoil 94 for moving the latter. Cranks 226, 228 are connected at their inboard ends to fluid motors 90, 92 actuated in a manner referred to above. As can easily be appreciated from FIGS. 8 to 10 of the drawings, when fluid pressure in fluid line 88 reaches all four fluid motors at their lower end nearest the center pivot 224 then all four pistons move outwardly from the center, causing crank pinions 226 to raise the front end of hydrofoil, while crank pinions 228 will cause hydrofoil 94 to pivot about the center pivot shaft 224 and assume a desired downward angle. All this is accomplished by pressure from fluid line 88 activating all four fluid motors, while fluid line pressure in line 86 entering at outer ends of fluid motors retracting all four pistons back towards center but commanding the hydrofoil to nose-dive to a lower horizontal level. Cable line 87 is intended as telephone communication line with crews in both tugs l0. Cranks 226, 228 are mounted in brackets 234 and 235, and slide in an opening 236 provided in hydrofoil 94. A plurality of single-flange point guards 238 are arranged as shown in FIG. 8 for protecting the points or tips of hydrofoils 94.

Referring now to FIGS. 11-12 of the drawings, a swivel flexing table 240, hinged at 242 and provided with slots 244 for receiving conventional screw clamps and the like, is connected to a swivelling cover apron 246 which bridges the gap between chassis. A freeswinging apron shield 247 contributes to streamlining the train when navigating in reverse (see FIG. 1). A flexing tension rod 248 is mounted in a bulkhead 249 and is provided with a, for example, rubber coated coiled spring 250 arranged for exerting a bias on rod 248. Cables 252 extend from each rod 248, pass around a conventional pulley 254, and are anchored as by eye-bolts 256. This arrangement permits adjustment of the tension on apron 246, and the entire arrangement provides flexibility needed to conform to maneuvers of the train. Table 240, which may be thought of as a hinged turntable of the swivelling type, has a series of perforations 258 to allow for internal adjustment to the ambient water conditions. Further, table 240 protects the. hoses, cables and couplings passing between chassis 16 during maneuvering of the train. Vents are also provided in the chassis and apron to pennit water equalization within the coupling area.

FIGS. 13 and 14 of the drawings detail the manner in which the chassis 16 are suspended from hulls 210 of tankers 14. A steel reinforcement band 260 is arranged inside of the hull 210 adjacent end wall 206 and a rear bulkhead (not shown in detail) for providing support for a pair of suspension track rings 262. A suspension shaft 264 is surrounded by a coaxial spaced support tube 266 and a flanged, suspension track wheel 267.

The latter engages rings 262 as by a, for example, rubber grip ring 268, arranged in a groove in the periphery of wheel 267, the resilient rings 269, 269 to form a bearing assembly rotatably connecting a tank 17 to a chassis l6. Rings 262 may be attached to hull 210 and band 260 as by suitable fasteners, such as those shown in FIG. 14, and rings 269, 269 will create a friction coupling between rings 262 and wheel 267. A partition or end wall 270 separates a portion of the chassis used as an oil sump from that portion described above where chassis 16 are connected together. End wall 270 is attached to chassis floor 272 at a one end. A floor base bracket 274 is also attached to the floor 272 at predetermined points, the lower end of suspension shafts 264 being attached at the other end in a conventional manner, as by the illustrated screw fastening arrangement, for anchoring to chassis 16. An oil seal 278, of a conventional nature, forms a seal between each suspension shaft 264, a reinforcement band 280, wheel 267, and chassis ceiling plate 282. An oil lifter rod 283 having a shank 284 provided with flutes to form a screwconveyor is arranged in an axial bore 285 of each suspension shaft 264 for being rotated by rotation of wheel 267 and raise a suitable lubricating oil through an oil entry gate 286 in tube 266 and a passage 288 in suspension shaft 264, up through the axial bore in shaft 264, and into the bearing assembly area to be lubricated. A floor oil seal 290 is provided.

The structure set out in the preceding paragraph is provided for lubricating ball bearings 291, and the like, which would be inaccessible to lubrication with conventional construction. As can be appreciated by the presence of rings 262, hulls 210 of tankers l4 rotate about their longitudinal axes with respect to chassis 16. This rotation absorbs the force of any impact on tanks 17 and increases their resistance to puncture. With the above arrangement, merely rolling a hull 210 one complete revolution will lift sufficient oil to lubricate the bearings formed by wheels 267 for an average round trip. The head 292 of fluted rod 284 is fitted onto the top end of an associated suspension shaft 264 and is held there in a conventional manner by a snap ring 293 fitted in a groove provided in wheel 267. Resilient rings 294, constructed from, for example, steel, form a race for bearings 291, and exert pressure against snap ring 292 to cause rotative motion to be transmitted from an inner flange portion of wheel 267 and rod 284 by means of the head portion 296. Suspension shafts 264 remain stationary.

Extra attention to lubrication of the bearings is required because tanks 17 must have freedom to roll at all times. This is especially so when they come into contact with any projecting object. They must be free to roll away from whatever obstruction, if they are to avoid rupture. This is accomplished by making hulls 210 forming tanks 17 free to sort of roll with the punches. Hulls 210 may be constructed from, for example, seamless aluminum tubing only A inch thick. F urther, the whole streamlining setup of the entire train permits it to follow tug l wherever the latter is able to poke its nose through. Since the hulls 20, 210 of tugs and tender 12 are not free to roll, they must be manufactured from, for example, high tensile strength steel, and the chassis below them must be bolted or riveted on solidly in a known manner (not shown). Otherwise, chassis 22, 23 may be similar to chassis 16. Since the problem of keeping tug 10 in perfect balance will be ever present, it can be overcome by keeping a reservoir tank (not shown) below the main deck of tug 10 full of fuel by a constant hook-up of fuel lines between tug l0 and fuel tender 12.

Referring now to FIGS. l5-l8 of the drawings, conning tower 96 has a telescoping tower base 298 surrounding a telescoping extension tube 300 and acutterhead liftframe 302. These elements can best be seen in FIG. 15 of the drawings. A support housing 304 for a cutterhead to be set out below is mounted on a flange arranged at the upper end of base 298 with a, for example, rubber support seal 306 arranged in semi-annular grooves provided in the mating parts. A bladed turntable, rotary cutter 308 provided with a plurality of blades as illustrated in FIG. 15 is mounted on the upper end of lift frame 302. A turbine support base310 is also mounted on the frame 302 adjacent the upper end, and

is provided with a pair of circular seals 312, 314 which fit into grooves in the lower surface of base 10 and extend into grooves 313 and 316, respectively, provided in support housing 304 when base 310 is in a position (not shown) abutting the inner surface of the cupshaped support housing 304. The upper surface of base 310 has annular grooves receiving annular bearings 316 and 318, which may be, for example, constructed from nylon, for cushioningly supporting, in conjunction with annular turbine support 312, a steam turbine motor hull 322. A cutterhead rim 324 is mounted on top of turbine support 320, and is provided with a plurality of blades as shown in FIG. 15. Telescoping stema supply tubes 326 convey steam, and the like, to the cutterhead 324. The force'of this steam rotating the cutterhead 324 will create a transverse force which cooperates with at least one spring 327 to raise tower 96. When the steam is cut off to cutterhead 324, tower 96 will slowly collapse against the bias of spring 327. Further, the steam pressure will determine the amount of extension of tower 96.

Gears 328, oneof which is turnable in a suitable, known manner, such as the illustrated crank, rotate a telescoping auger drive shaft 330 having a lower section 332 in the form of a squared, hollow lock drive. A worm gear 334 is provided at the upper end of drive shaft 330, and engages with a rack 336 of a turntable and steam lock jack assembly (FIG. 16). Jack assembly 338 has a projection 340 which blocks the flow through a pipe 342 from steam turbine motor hull 322 by selectively passing through an opening 344 provided in the bottom of pipe 342. Jack assembly 338 is also provided with a further projection 346 arranged in a guide 348 for stabilizing the vertical displacement of the jack and locks cutter 308 against rotation simultaneously with a steam blockage by projection 348.

F 1G. 17 of the drawings shows in detail a center bore cutterhead arrangement having a center bore housing 350 arranged about a center bore shaft 352. A coiled spring 354, and the like, abuts a flange arranged at the upper end of shaft 352 to bias same upwardly. A center bore cutterhead 356 is arranged at the upper end of shaft 352, while a pipe adapter arrangement 358 connects the lower end of shaft 352, which is hollow, to steam turbine motor hull 322. A sleeve 360 composed of suitable, known dye, is arranged at the junction of arrangement 358 and pipe 342 so that the steam will carry the dye out through shaft 352, past cutterhead 356, and mark a spot on the upper surface of ice, and the like, for any desired reason.

An opening 362 is provided in hull 20, and a sliding cover 364 is arranged to selectively cover and uncover this opening. A crank 366 provided with a pinion 368 may be used to slide cover 364 by selectively engaging pinion 368 with a rack 370 associated with the cover 364. Crank 366 and pinion 368 are advantageously mounted on support housing 304 for facilitating engagement and disengagement of pinion 368 with rack 370. A recess 372 (FIG. 2B) is formed in hull for receiving cover 364 when in a position uncovering opening 362.

FIG. 18 shows a locking bolt 374 provided with a handle 375 and biased downwardly by a spring 376 and the whole arrangement mounted on a plate 377 by a fitting 378 to extend into an L-shaped opening 380 in plate 382 of bladed turntable rotary cutter 308 for selectively locking plate 382 to plate 377 and facilitating closing'of cutter 308. Plate 382 is then disengaged so as to remain in stationary, watertight position.

The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly all suitable modifications and equivalents may be resorted to, falling within the scope of the invention.

What is claimed as new is as follows:

1. A submersible transport apparatus comprising a plurality of tanker vessels, each tanker vessel comprising, in combination:

a. a tank;

b. a chassis associated with the tank;

c. means mounting the chassis below the tank for permitting the tank to rotate about an axis passing through the tank and resist puncturing due to impact; and

d. a locomotive tug connected to the tanker vessels to form a train, the tub including a hull having a forward end, brackets mounted on the forward end and arranged extending forwardly therefrom, a

, rudder assembly pivotally mounted on the brackets, and means for selectively pivoting the rudder assembly and steering the hull, the tub being provided with an opening in the hull, a cover arranged for selectively covering and uncovering the opening, and an extendable and retractable conning tower including a telescoping tower base, an extension tube and a lift frame fitted telescopingly together, a cutterhead mounted on the lift frame and arranged for cutting holes in ice, means associated with the cutterhead for rotating same, and means for selectively opening and closing the hull open- 2. A structure as defined in claim 1, wherein the tank has a substantially cylindrical surface, and is mounted for rotation about an axis extending parallel to and equidistant from the cylindrical surface.

3. A structure as defined in claim 2, wherein the chassis mounting means includes a track mounted on the tank and arranged extending around the cylindrical surface, a wheel arranged engaging the track for being retentively rotatively guided thereby, and means rotatably mounting the wheel for connecting the wheel to an associated chassis.

4. A structure as defined in claim 3, wherein the nected to the shaft and chassis for anchoring the shaft to the chassis.

5. A submersible transport apparatus comprising a plurality of tanker vessels, each tanker vessel comprising, in combination:

a. a tank having a substantially cylindrical surface, and mounted for rotation about an axis extending parallel to and equidistant from the cylindrical surface;

b. a chassis associated with the tank; and

c. means mounting the chassis below the tank for permitting the tank to rotate about an axis passing through the tank and resist puncturing due to impact,the chassis mounting means including a track mounted on the tank and arranged extending around the cylindrical surface, a wheel arranged engaging the track for being retentively rotatively guided thereby, and means rotatably mounting the wheel for connecting the wheel to an associated chassis, the wheel connecting means including a shaft, means rotatively mounting the wheel on the shaft, and means connected to the shaft and chassis for anchoring the shaft to the chassis, a bore being provided in the shaft together with a passage connecting the bore to a reservoir of lubricating oil arranged in the chassis, a lifter rod having a fluted shaft arranged in the bore and a head arranged for rotation with the wheel, the bore, passage, and lifter rod being arranged for rotating the fluted shaft by rotation of the head by the wheel to lift oil from the reservoir to the wheel and lubricating same.

- 6. A structure as defined in claim 5, further including universal means for connecting the tanker vessels together in series, and wherein the connecting means comprises hemispherical sections arranged at the ends of the tanker vessels for mating with a similar housing of an adjacent tanker vessel to form a sphere, rods passing through the tanks and into the hemispherical housings, balls provided on the end of the rods, and double semi-spheres arranged for forming a pair of sockets for adjacent balls.

7. A structure as defined in claim 6, further including swivel flexing tables arranging adjacent tanker vessel chassis in an articulated manner for protecting hoses, cables, and couplings passing between the chassis during maneuvering of the apparatus, and swivelling cover aprons associated with the tables.

8. A structure as defined in claim 7, further including hydrofoils pivotally mounted to the tanker vessel chassis, a rack arranged in the hydrofoil, a crank arranged in the chassis, a pinion rotatably mounted on the crank and arranged in engagement with the rack, and means for selectively moving the crank and swinging the hydrofoil to a desired angle.

9. A structure as defined in claim 8, further including a locomotive tug connected to the tanker vessels to form a train, the tug including a hull having a forward end, brackets mounted on the forward end and arranged extending forwardly therefrom, a rudder assembly pivotally mounted on the brackets, and means for selectively pivoting the rudder assembly and steering the hull.

10. A structure as defined in claim 9, wherein the tug is provided with an opening in the hull, a cover arranged for selectively covering and uncovering the opening, and an extendable and retractable conning 

1. A submersible transport apparatus comprising a plurality of tanker vessels, each tanker vessel comprising, in combination: a. a tank; b. a chassis associated with the tank; c. means mounting the chassis below the tank for permitting the tank to rotate about an axis passing through the tank and resist puncturing due to impact; and d. a locomotive tug connected to the tanker vessels to form a train, the tub including a hull having a forward end, brackets mounted on the forward end and arranged extending forwardly therefrom, a rudder assembly pivotally mounted on the brackets, and means for selectively pivoting the rudder assembly and steering the hull, the tub being provided with an opening in the hull, a cover arranged for selectively covering and uncovering the opening, and an extendable and retractable conning tower including a telescoping tower base, an extension tube and a lift frame fitted telescopingly together, a cutterhead mounted on the lift frame and arranged for cutting holes in ice, means associated with the cutterhead for rotating same, and means for selectively opening and closing the hull opening.
 2. A structure as defined in claim 1, wherein the tank has a substantially cylindrical surface, and is mounted for rotation about an axis extending parallel to and equidistant from the cylindrical surface.
 3. A structure as defined in claim 2, wherein the chassis mounting means includes a track mounted on the tank and arranged extending around the cylindrical surface, a wheel arranged engaging the track for being retentively rotatively guided thereby, and means rotatably mounting the wheel for connecting the wheel to an associated chassis.
 4. A structure as defined in claim 3, wherein the wheel connecting means includes a shaft, means rotatively mounting the wheel on the shaft, and means connected to the shaft and chassis for anchoring the shaft to the chassis.
 5. A submersible transport apparatus comprising a plurality of tanker vessels, each tanker vessel comprising, in combination: a. a tank having a substantially cylindrical surface, and mounted for rotation about an axis extending parallel to and equidistant from the cylindrical surface; b. a chassis associated with the tank; and c. means mounting the chassis below the tank for permitting the tank to rotate about an axis passing through the tank and resist puncturing due to impact, the chassis mounting means including a track mounted on the tank and arranged extending around the cylindrical surface, a wheel arranged engaging the track for being retentively rotaTively guided thereby, and means rotatably mounting the wheel for connecting the wheel to an associated chassis, the wheel connecting means including a shaft, means rotatively mounting the wheel on the shaft, and means connected to the shaft and chassis for anchoring the shaft to the chassis, a bore being provided in the shaft together with a passage connecting the bore to a reservoir of lubricating oil arranged in the chassis, a lifter rod having a fluted shaft arranged in the bore and a head arranged for rotation with the wheel, the bore, passage, and lifter rod being arranged for rotating the fluted shaft by rotation of the head by the wheel to lift oil from the reservoir to the wheel and lubricating same.
 6. A structure as defined in claim 5, further including universal means for connecting the tanker vessels together in series, and wherein the connecting means comprises hemispherical sections arranged at the ends of the tanker vessels for mating with a similar housing of an adjacent tanker vessel to form a sphere, rods passing through the tanks and into the hemispherical housings, balls provided on the end of the rods, and double semi-spheres arranged for forming a pair of sockets for adjacent balls.
 7. A structure as defined in claim 6, further including swivel flexing tables arranging adjacent tanker vessel chassis in an articulated manner for protecting hoses, cables, and couplings passing between the chassis during maneuvering of the apparatus, and swivelling cover aprons associated with the tables.
 8. A structure as defined in claim 7, further including hydrofoils pivotally mounted to the tanker vessel chassis, a rack arranged in the hydrofoil, a crank arranged in the chassis, a pinion rotatably mounted on the crank and arranged in engagement with the rack, and means for selectively moving the crank and swinging the hydrofoil to a desired angle.
 9. A structure as defined in claim 8, further including a locomotive tug connected to the tanker vessels to form a train, the tug including a hull having a forward end, brackets mounted on the forward end and arranged extending forwardly therefrom, a rudder assembly pivotally mounted on the brackets, and means for selectively pivoting the rudder assembly and steering the hull.
 10. A structure as defined in claim 9, wherein the tug is provided with an opening in the hull, a cover arranged for selectively covering and uncovering the opening, and an extendable and retractable conning tower including a telescoping tower base, extension tube and lift frame fitted telescopingly together, a cutterhead mounted on the lift frame and arranged for cutting holes in ice, means associated with the cutterhead for rotating same, and means for selectively opening and closing the hull opening.
 11. A structure as defined in claim 10, wherein the tug hull is provided with a longitudinally extending channel communicating with surrounding water, means for feeding exhaust gases into the channel, and means arranged in the channel for absorbing smoke-laden moisture in the gases.
 12. A submersible transport apparatus comprising a plurality of tanker vessels, each tanker vessel comprising, in combination: a. a hull arranged forming a tank of a tanker vessel; b. a chassis associated with the hull; c. means mounting the chassis below the hull for permitting the hull to rotate about an axis passing through the hull and resist puncturing due to impact; and d. a locomotive tug connected to the tanker vessels to form a train, the tug including a hull provided with a longitudinally extending channel, means for feeding exhaust gases into the channel, and means arranged in the channel for absorbing smoke-laden moisture in the gases.
 13. A structure as defined in claim 1, further including universal means for connecting the tanker vessels together in series, and wherein the connecting means comprises hemispherical sections arranged at the ends of the tanker vessels for mating with a similar housing of an adjacEnt tanker vessel to form a sphere, rods passing through the tanks and into the hemispherical housings, balls provided on the end of the rods, and double semi-spheres arranged for forming a pair of sockets for adjacent balls.
 14. A structure as defined in claim 5, further including swivel flexing tables arranging adjacent tanker vessel chassis in an articulated manner for protecting hoses, cables, and couplings passing between the chassis during maneuvering of the apparatus, and swivelling cover aprons associated with the tables.
 15. A structure as defined in claim 5, further including a locomotive tug connected to the tanker vessels to form a train, the tug including a hull having a forward end, brackets mounted on the forward end and arranged extending forwardly therefrom, a rudder assembly pivotally mounted on the brackets, and means for selectively pivoting the rudder assembly and steering the hull.
 16. A submersible transport apparatus comprising a plurality of tanker vessels, each tanker vessel comprising, in combination: a. a hull arranged forming a tank of a tanker vessel; b. a chassis associated with the hull; and c. means mounting the chassis below the hull for permitting the hull to rotate about an axis passing through the hull and resist puncturing due to impact, the chassis mounting means including a track mounted on the tank and arranged extending continuously around a surface of the tank, a wheel arranged engaging the track for being retentively rotatively guided thereby, and means rotatably mounting the wheel for connecting the wheel to an associated chassis, the wheel connecting means including a shaft, means rotatively mounting the wheel on the shaft, and means connected to the shaft and chassis for anchoring the shaft to the chassis, and a bore provided in the shaft together with a passage connecting the bore to a reservoir of lubricating oil arranged in the chassis, a lifter rod having a fluted shaft arranged in the bore and a head arranged for rotation with the wheel, the bore, passage and lifter rod arranged for rotating the fluted shaft by rotation of the head by the wheel to lift oil from the reservoir to the wheel and lubricating same.
 17. A submersible transport apparatus comprising a plurality of tanker vessels, each tanker vessel comprising, in combination: a. a hull arranged forming a tank of a tanker vessel; b. a chassis associated with the hull; c. means mounting the chassis below the hull for permitting the hull to rotate about an axis passing through the hull and resist puncturing due to impact; and d. a locomotive tug connected to the tanker vessels to form a train, the tug including a hull, the tug being provided with an opening in the hull, a cover arranged for selectively covering and uncovering the opening, and an extendable and retractable conning tower including a telescoping tower base, extension tube and lift frame fitted telescopingly together, a cutterhead mounted on the lift frame and arranged for cutting holes in ice, means associated with the cutterhead for rotating same, and means for selectively opening and closing the hull opening. 